JPH0127361Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an electrically driven vehicle.

The electric drive vehicle is configured as shown in Fig. 1, and includes a diesel engine DE, an alternator SG, a rectifier SR, electric motor armatures M1 and M2, electric motor fields F1 and F2, a control box MC, a brake resistor BR1, BR2, blower motor BL, exciter EX, propulsion electromagnetic contactor P
1, P2, and braking electromagnetic contactors B0, B1, and B2, the propulsion electromagnetic contactors P1 and P2 are excited and closed by the accelerator limit switch, and the braking electromagnetic contactors B0, B1, and B2. is energized and closed by a limit switch for the switch, and both contactors P
1, P2 and B0, B1, B2 are electrically or mechanically interlocked so that they do not enter at the same time.

Incidentally, an accelerator and brake control system for controlling a brake limit switch using a conventional accelerator limit switch was proposed in Japanese Utility Model Application No. 121611/1983.

This conventional example is as shown in Figure 2,
The air pressure from the accelerator valve b controlled by the accelerator pedal a and the brake valve d controlled by the brake pedal c operates the piston f of the double rod air cylinder e, and the piston rod g is used for the accelerator. and limit switches for brakes, AS and BS.

For this reason, the equipment has become large and expensive. Also, since an air cylinder is used, maintenance intervals for the piston seals are shortened.

In addition, in the conventional example described above, self-retention is achieved by utilizing the sliding resistance of the limit switch that operates with a very small force and the piston seal of the air cylinder, and in such a self-retention mechanism,
Since the piston is left on the accelerator or brake side, when the vehicle is on a slope and the operator releases the accelerator or brake pedal, the return force of the limit switch and the gravity of the piston are greater than the low sliding resistance. Then, it became unable to hold itself, and then the limit switch on the opposite side was activated, causing the problem that it was unable to hold itself.

In order to solve these conventional problems, the applicant of the present application first filed Utility Model Application No.
No. 54-122511), we provided a control device for an electrically driven vehicle as shown in Figure 3.

In the figure, 1 is an accelerator valve controlled by the accelerator pedal 2, 3 is a brake valve controlled by the brake pedal 4, and 5 and 6 are from the air reservoir 7 supplied by the operation of each valve 1 and 3. This is a pressure switch that is turned on by air pressure. On the other hand, 8 is a self-holding relay circuit for the accelerator, 9 is a self-holding relay circuit for the brake, 8a and 9a are respective set coils, 8
b and 9b are reset coils, 8c is an accelerator contact connected to the propulsion electromagnetic contactor P, and 9c is a brake contact connected to the braking electromagnetic contactor B. 10 is an on-vehicle battery, 11 is an accelerator pedal depression confirmation signal, 12 is an engine throttle control device, 13 is a mist separator, 14 is a dynamic brake indicator light, and 15 is a brake pattern generation circuit.

Once the operator depresses the accelerator pedal 2, the accelerator pressure switch 5 turns on and a pedal depression confirmation signal is issued.
The set coil 8a of the self-holding relay circuit 8 for the accelerator and the reset coil 9b of the self-holding relay circuit 9 for the brake are excited, and the contact 8c for the accelerator is turned on to self-hold. On the other hand, the brake contact 9c is turned off by excitation of the reset coil 9b. At this time, take your foot off the accelerator pedal 2 and press the accelerator pressure switch 5.
Even if it is turned OFF, the accelerator contact 8c remains in the ON state. In other words, no matter how many times the pedal 2 is depressed or released, it remains ON until the brake pedal 4 is depressed next time, and the propulsion electromagnetic contactor also does not perform its contact operation.

When the brake pedal 4 is depressed, the brake pressure switch 6 is turned ON, the reset coil 8b of the accelerator self-holding relay circuit 8 is energized, the accelerator contact 8c is turned OFF, and the brake self-holding is activated. The set coil 9a of the relay circuit 9 is excited and the brake contact 9c is turned on. As a result, the propulsion electromagnetic contactor P opens, and the braking electromagnetic contactor B enters to form an electric circuit for the brake pedal. At this time, even if the brake contact 9c is depressed or released from the brake pedal 4, the electromagnetic contactor B does not operate as a contact and remains in that state.

Furthermore, although the accelerator pedal 2 and brake pedal 4 are normally operated by switching between them with the right foot, even if the accelerator pedal 2 and the brake pedal 4 are depressed at the same time using the left foot, etc., the self-holding relay circuits 8 and 9 will not activate the reset coil when the set coil is energized. Since the structure is such that the switch does not return even if it is energized, the propulsion and braking circuits are not configured at the same time.

With this configuration, the equipment can be made smaller compared to conventional control devices, and can be configured at low cost without using expensive cylinders, and maintenance intervals can be shortened by eliminating the need to replace piston seals. This has the effect of increasing the length and improving self-holding properties, but on the other hand, since it has two self-holding relays, the electrical wiring becomes complicated and
Also, the use of two self-holding relays caused a problem in that it became expensive. In addition, in the prior application mentioned above, the dynamic brake indicator light was configured to light up only when the brake pedal 4 was operated and there was air pressure in the circuit, so in reality, the brake circuit was configured and the retarder brake was activated. However, the indicator light was off and there was a problem in which it was not possible to indicate to the following vehicle that the brakes were on.

The present invention was developed in consideration of the above points, and compared to the previous application, it requires only one self-holding relay, simplifies wiring and can be constructed at low cost, and also has a retarder brake. The purpose of the present invention is to provide a control device for an electric drive vehicle in which a dynamic brake indicator light is turned on while the brake is in operation, thereby increasing safety.

The configuration will be explained below based on the embodiment shown in FIG.

In the figure, 101 is an accelerator valve controlled by an accelerator pedal 102, and 103 is a brake pedal 1.
This is a brake valve controlled by 04. 10
Reference numerals 5 and 106 denote pressure switches which are turned on by air pressure supplied from the air reservoir 107 when the respective valves 101 and 103 are operated.
108 is a self-holding relay circuit for accelerator (propulsion) and brake (braking), 108a is a coil that resets the relay 108 in response to an accelerator signal issued when the accelerator valve is operated, and 108b is a self-holding relay circuit for accelerator (propulsion) and brake (braking).
108c is a coil that is set by the accelerator signal generated when the brake valve is operated, 108c is an accelerator contact connected to the propulsion electromagnetic contactor P, and 10
8d is a brake contact connected to the brake electromagnetic contactor B. 108e is an interlocking contact that lights up the dynamic brake indicator light 114 during braking. Note that 109 is a mechanical brake control circuit, 110 is an on-vehicle battery, 111 is an accelerator pedal depression confirmation signal, 112 is an engine throttle control device, 113 is a mist separator, and 115 is a brake pattern generation circuit.

However, the operator once pressed the accelerator pedal 10.
If you step on 2, the accelerator switch 105 will turn on.
As a result, a pedal depression confirmation signal is issued, and the self-holding relay circuit 10 for the accelerator brake is activated.
The reset coil 108a of No. 8 is excited, the accelerator contact 108c is turned on, and connected to the battery 110. At this time, even if the operator takes his foot off the accelerator pedal 102 and the air pressure in the accelerator circuit decreases, and the pressure switch 105 is turned off, the accelerator contact 108c remains in the ON state. That is, no matter how many times the pedal 102 is depressed or released, it remains ON until the brake pedal 104 is depressed next time, and the propulsion electromagnetic contactor P does not perform its contact operation.

When the brake pedal 104 is depressed, the brake switch 106 is turned on and the set coil 1 of the self-holding relay circuit 108 for the accelerator brake is turned on.
08b is excited and the accelerator contact 108c is activated.
At the same time as turning off, the brake contact 108d
turns on. As a result, the propulsion electromagnetic contactor P opens, and the braking electromagnetic contactor B enters to form a brake electric circuit. At this time, even if the brake contact 108d is pressed or released from the brake pedal, the self-holding relay circuit 108
does not switch and maintains the same state.

Also, the accelerator pedal 102 and the brake pedal 1
04 is normally operated by switching the pedals with the right foot, but even if the pedals are pressed simultaneously with the left foot, the self-holding relay circuit 108 will not be activated by the set coil 10.
When 8b is excited, the reset coil 10
Since the contact is not reset even if 8a is energized, the braking state continues to be maintained while the brake circuit is being configured, and the braking circuit configuration is given priority while the propulsion circuit is being configured, so it is safe for vehicle operation.

On the other hand, the dynamic brake indicator light 114 connected to the interlocking contact 108e remains lit even during the retarder braking operation, from when you take your foot off the brake pedal until you press the next accelerator pedal, and it also indicates the braking state to the following vehicle. It is safe to show.

In the above embodiment, the self-holding relay circuit is shown as having a contact point, but it may also be a non-contact type.

As described above, the present invention is a control device for an electric drive vehicle that controls a propulsion electromagnetic contactor and a braking electromagnetic contactor by turning on and off an accelerator switch and a brake switch. Accelerator contact 108 of one self-holding relay circuit 108 consisting of a coil 108a, an accelerator contact 108c, a brake contact 108d, and an interlocking contact 108e that switches in conjunction with these two contacts.
c is connected to the propulsion electromagnetic contactor P, the brake contact 108d is connected to the braking electromagnetic contactor B, and the interlocking contact 108e is connected to the dynamic brake indicator light 1.
14, and the set coil 108b is connected to a pressure switch 106 controlled by the brake pedal 104.
The reset coil 108a is connected to the battery power supply 110 via the pressure switch 105 controlled by the accelerator pedal 102, and the dynamic brake indicator light 1
14 to the battery power supply 1 via the interlocking contact 108e.
10 to form a control device for an electrically driven vehicle, only one self-holding relay is required instead of the conventional two self-holding relays, and the wiring can be simplified and the cost reduced. The dynamic brake indicator light 1 can be configured so that even if the pressure in the brake circuit decreases, the dynamic brake indicator light 1 remains on while the retarder brake is in operation.
14 is illuminated to enhance safety.

[Brief explanation of the drawing]

Fig. 1 is a basic circuit diagram of an electric drive vehicle, Fig. 2 is a circuit diagram showing a conventional control device for an electric drive vehicle, Fig. 3 is a circuit diagram showing a prior application example, and Fig. 4 is an embodiment of the present invention. FIG. 102 is an accelerator pedal, 104 is a brake pedal, 105, 106 are pressure switches, 108 is a self-holding relay circuit, 108a is a reset coil, 108b is a set coil, 108c, 108
d, 108e are contacts, 111 is a battery power supply, 1
14 is the dynamic brake indicator light.

Claims (1)

[Scope of utility model registration request] Accelerator switch and brake switch
In a control device for an electric drive vehicle that controls a propulsion electromagnetic contactor and a braking electromagnetic contactor by turning them ON and OFF, a set coil 108b, a reset coil 108a, an accelerator contact 108c, a brake contact 108d,
The accelerator contact 108c of one self-holding relay circuit 108 consisting of these two contacts and an interlocking contact 108e that switches in conjunction with each other is connected to the propulsion electromagnetic contactor P, and the brake contact 108d is connected to the braking electromagnetic contact. The interlocking contact 108e is connected to the dynamic brake indicator light 114, and the set coil 108b is connected to the battery power source 110 via the pressure switch 106 controlled by the brake pedal 104.
The reset coil 108a is connected to the battery power source 110 via the pressure switch 105 controlled by the accelerator pedal 102, and the dynamic brake indicator light 114 is connected to the battery power source 110 via the interlocking contact 108e. A control device for an electrically driven vehicle characterized by: